Auxiliary steering mechanism of ship

Abstract

The utility model discloses an auxiliary steering turning mechanism of a ship, which comprises a first propeller and a second propeller which are sleeved on a central shaft rod and are connected through a connector. The connector is configured such that rotation of the first propeller and the second propeller is synchronized and a spacing between the first propeller and the second propeller is adjustable. When the distance between the two propellers is short, water flows generated by the two propellers can be overlapped to form a stronger water flow area so as to increase the total thrust generated by the side thruster, the two propellers can generate thrust at different positions through the long distance, wider thrust distribution is achieved, and the side thruster is suitable for large-range steering control. The total thrust of the side thruster is increased by arranging the two propellers, and the design of the double propellers can adapt to various water flow conditions and ship loads.

Description

Technical Field

[0001] The utility model relates to the field of ships, in particular to an auxiliary steering and switching mechanism of ships. Background Art

[0002] A ship thruster is a special steering propulsion device, which is mainly installed at the bow and stern of the ship to generate lateral thrust of the ship. It is usually installed in the lateral guide tube below the waterline. The thrust size and direction can be changed according to the needs of ship operation. The working principle of the thruster is to drive the propeller to rotate through an electric motor or other power source to generate water flow, thereby generating lateral thrust. When the propeller rotates, the water flows into the duct from one side and flows out from the other side, generating lateral force. This lateral force can be changed by adjusting the rotation speed and direction of the propeller, thereby achieving lateral movement and steering control of the ship.

[0003] Thrusters play an important role in ship steering and control, especially when ships are sailing at low speed, berthing or leaving docks, crossing narrow channels or performing precise positioning, in narrow waterways, ports or other scenarios requiring high-precision control, or when frequent changes of course or rapid turns are required, which can easily limit the maneuverability of the ship and increase the risk of navigation. Further consideration is that once one of the propeller blades breaks under frequent water flow impact, the thruster will gradually fail. Utility Model Content

[0004] In view of the shortcomings of the existing technology, an auxiliary steering and turning mechanism for ships is provided to solve the shortcomings that the maneuverability of the ship is limited and the navigation risk is increased in narrow waterways, ports or other scenarios requiring high-precision control, or when frequent changes of course or rapid turns are required. It is easy to use.

[0005] In order to achieve the above object, the utility model is realized by the following technical solutions:

[0006] An auxiliary steering mechanism for a ship comprises a first propeller and a second propeller sleeved on a central shaft, wherein the first propeller and the second propeller are connected by a connector, and the connector is configured so that the rotation of the first propeller and the second propeller is synchronized and the spacing between the first propeller and the second propeller is adjustable.

[0007] Furthermore, the connector includes a second positioning plate arranged on the side of the first propeller close to the second propeller and a first positioning plate arranged on the side of the second propeller close to the first propeller. The first positioning plate and the second positioning plate are configured to be a movable connection with adjustable spacing, and the first positioning plate and the second positioning plate are configured to rotate synchronously with the central axis.

[0008] Furthermore, two opposing displacement sliders are provided on the inner hole wall of the first propeller, and two displacement grooves are provided on the surface of the central shaft along the axial direction. The two displacement sliders are respectively inserted into the two displacement grooves, and one of the displacement sliders is connected to a driving device, which drives the displacement slider to slide along the displacement groove in which it is located, thereby adjusting the distance between the first propeller and the second propeller.

[0009] Furthermore, the driving device is an electric telescopic rod, one end of which is connected to one of the displacement sliders, and the other end of which is connected to the central shaft.

[0010] Furthermore, an auxiliary sleeve rod is provided in the displacement slide groove, a displacement sleeve groove is opened on the surface of the displacement slider, the displacement slider is sleeved on the auxiliary sleeve rod through the displacement sleeve groove, and the axial direction of the auxiliary sleeve rod is parallel to the axial direction of the central shaft rod.

[0011] Furthermore, the first positioning plate and the second positioning plate are connected by a connecting rod assembly, which includes two groups of connecting rods. Each group of connecting rods includes two connecting rods that are hinged to each other. The ends of the two connecting rods that are away from each other are respectively hinged to the first positioning plate and the second positioning plate.

[0012] Furthermore, each group of connecting rods also includes two first butt clamps installed on the end surface of the first positioning plate and two second pairs of clamps installed on the end surface of the second positioning plate. The length of the first butt clamps is greater than that of the second butt clamps. The two connecting rods included in each group of connecting rod assemblies are a long arm rod and a short arm rod, respectively. One end of the long arm rod is hinged to one end of the short arm rod, and the other end of the long arm rod is hinged between the two first butt clamps, and the other end of the short arm rod is hinged between the two second butt clamps. The long arm rod, the short arm rod and the two second butt clamps can all be accommodated between the two first butt clamps.

[0013] Furthermore, the two groups of connecting rods are symmetrically arranged along the central axis.

[0014] The utility model has the following beneficial effects:

[0015] 1. When the two propellers are close to each other, the water flows they generate will overlap to form a stronger water flow area to increase the total thrust generated by the thruster. A longer distance can make the two propellers generate thrust at different positions, achieving a wider thrust distribution and being suitable for a wide range of steering control. When the ship is driving, setting two propellers will increase the total thrust of the thruster. The dual-propeller design can adapt to a variety of water flow conditions and ship loads.

[0016] 2. If one of the propellers fails, the other propeller can still work, thus ensuring that the ship can still maintain control in an emergency. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1This is an overall structural diagram of the auxiliary steering and switching mechanism of the ship of the utility model;

[0018] Figure 2 It is a schematic diagram of the connector of the utility model installed on the central shaft;

[0019] Figure 3 This is a schematic diagram of the connection between the first positioning plate and the second positioning plate of the utility model;

[0020] Figure 4 for Figure 3 Schematic diagram from another angle;

[0021] Figure 5 It is a schematic diagram of the central shaft rod, displacement slider and auxiliary sleeve rod of the utility model.

[0022] In the figure: 1, first propeller; 2, second propeller; 3, connector; 31, first positioning plate; 311, displacement slider; 312, first docking clamp; 313, connecting block; 314, auxiliary folding arm; 321, second docking clamp; 32, second positioning plate; 4, central shaft; 41, displacement slide; 42, auxiliary sleeve rod; 43, displacement sleeve groove; 44, electric telescopic rod. DETAILED DESCRIPTION

[0023] The utility model is further described below in conjunction with the accompanying drawings and embodiments.

[0024] In the description of the present invention, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", "top", "bottom", "inside", "outside", etc., indicating directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the present invention.

[0025] like Figures 1 to 5 As shown, this embodiment discloses an auxiliary steering mechanism for a ship, comprising a first propeller 1 and a second propeller 2 sleeved on a central shaft 4, the first propeller 1 and the second propeller 2 are connected by a connector 3, and the connector 3 is configured to synchronize the rotation of the first propeller 1 and the second propeller 2 and to adjust the spacing between the first propeller 1 and the second propeller 2. Power is transmitted to one end of the central shaft 4 through a gearbox, the first propeller 1 is a fixed structure, and the second propeller 2 slides along the central shaft 4 to dock with the first propeller 1.

[0026] The connector 3 includes a second positioning plate 32 arranged on the side of the first propeller 1 close to the second propeller 2 and a first positioning plate 31 arranged on the side of the second propeller 2 close to the first propeller 1. The first positioning plate 31 and the second positioning plate 32 are configured to be movablely connected with adjustable spacing, and the first positioning plate 31 and the second positioning plate 32 are configured to rotate synchronously with the central shaft 4.

[0027] Two opposing displacement sliders 311 are provided on the inner hole wall of the first propeller 1, and two displacement grooves 41 are provided on the surface of the central shaft 4 along the axial direction. The two displacement sliders 311 are respectively inserted into the two displacement grooves 41. At least one displacement slider 311 is connected to a driving device, and the driving device drives the displacement slider 311 to slide along the displacement groove 41 in which it is located, so as to adjust the distance between the first propeller 1 and the second propeller 2.

[0028] like Figure 5 , displacement grooves 41 are provided on both sides of the central shaft 4, and the displacement grooves 41 match the displacement slider 311. Preferably, an auxiliary sleeve rod 42 is provided in the displacement groove 41, and a displacement sleeve groove is provided on the surface of the displacement slider 311. The displacement slider 311 is sleeved on the auxiliary sleeve rod 42 through the displacement sleeve groove, and the axial direction of the auxiliary sleeve rod is parallel to the central shaft, and the auxiliary sleeve rod guides the displacement slider.

[0029] An electric telescopic rod 44 is provided on one side of the auxiliary sleeve rod 42, one end of the electric telescopic rod 44 is connected to the side surface of the displacement slider 311, and the other end of the electric telescopic rod 44 is connected to the inner bottom surface of the displacement slide groove 41. The electric telescopic rod 44 is used to push the displacement slider 311 to translate.

[0030] The driving device is an electric telescopic rod (also called an electric push rod), one end of which is connected to one of the displacement sliders 311 , and the other end of which is connected to the central shaft 4 .

[0031] The first positioning disk 31 and the second positioning disk 32 are connected by a connecting rod assembly, and the connecting rod assembly includes at least two groups of connecting rods, each group of connecting rods includes two connecting rods that are hinged to each other, and the ends of the two connecting rods that are away from each other are respectively hinged to the first positioning disk 31 and the second positioning disk 32. Preferably, the two groups of connecting rods are symmetrically arranged along the central shaft 4, which is conducive to the force balance between the first positioning disk 31 and the second positioning disk 32. In other embodiments, the connecting rod assembly may include more than three groups of connecting rods, which are evenly distributed along the end surfaces of the first positioning disk 31 and the second positioning disk 32.

[0032] Each group of connecting rods also includes two first docking clamps 312 installed on the end surface of the first positioning plate 31 and two second pairs of clamps installed on the end surface of the second positioning plate 32. The length of the first docking clamps 312 is greater than the second docking clamps 321. The two connecting rods included in each group of connecting rods are a long arm rod and a short arm rod. One end of the long arm rod is hinged to one end of the short arm rod, and the other end of the long arm rod is hinged between the two first docking clamps 312. The other end of the short arm rod is hinged between the two second docking clamps 321. The long arm rod, the short arm rod and the two second docking clamps 321 can all be accommodated between the two first docking clamps 312.

[0033] In the specific structure, the long arm rod and the short arm rod form an auxiliary folding arm rod 314 installed between the second docking clamp 321 and the first docking clamp 312. The connection position of the two arms is connected by a movable shaft. The inner surface of the outer end of the first docking clamp (that is, the end away from the central axis) is installed with a connecting block. One end of the long arm rod is connected to the connecting block 313 through the movable shaft, and one end of the short arm rod is connected to the inner surface of the outer end of the second docking clamp 321 through the movable shaft.

[0034] In this embodiment, through the connection between the displacement slider 311 and the displacement slot 41, the second propeller 2 as a whole does not have the freedom of rotation, but only has the freedom of lateral displacement. When the control center shaft rod 4 is rotated, the second propeller 2 will rotate synchronously with the first propeller 1, and the electric telescopic rod 44 can be controlled to push the displacement slider 311 to slide along the displacement slot 41, and limit it through the connection between the auxiliary sleeve rod 42 and the displacement sleeve slot 43, so as to adjust the distance between the second propeller 2 and the first propeller 1. At the same time, as the distance between the second propeller 2 and the first propeller 1 changes, the folding angle of the auxiliary folding arm rod 314 changes accordingly, so as to assist in controlling the stability of the second propeller 2 during the displacement process. When the second propeller 2 is in contact with the first propeller 1, The auxiliary folding arm 314 is stored between the two second docking clamps 321, and the two second docking clamps 321 are stored between the two first docking clamps 312. When the two propellers are close to each other, the water flows they generate may overlap with each other to form a stronger water flow area to increase the total thrust generated by the thruster. A longer distance can enable the two propellers to generate thrust at different positions respectively, achieving a wider thrust distribution and being suitable for a wide range of steering control. When the ship is driving, the newly added propeller will increase the total thrust of the thruster. The dual-propeller design can adapt to a variety of water flow conditions and ship loads. If one of the propellers fails, the other propeller can still work, thereby ensuring that the ship can still maintain control capabilities in an emergency, which is especially suitable for small ships.

[0035] As described above, the embodiments are only used to illustrate the technical solutions of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, ordinary technicians in the field should understand that they can still modify the technical solutions recorded in the aforementioned embodiments, or replace some of the technical features therein with equivalents. These modifications or replacements do not make the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the utility model. Therefore, all other embodiments obtained by ordinary technicians in the field without making creative work belong to the protection scope of the utility model.

Claims

1. A ship's auxiliary steering mechanism, characterized in that: The invention comprises a first propeller and a second propeller which are sleeved on a central shaft. The first propeller and the second propeller are connected by a connector. The connector is configured so that the rotation of the first propeller and the second propeller is synchronized and the distance between the first propeller and the second propeller is adjustable.

2. The auxiliary steering mechanism for a ship according to claim 1, characterized in that: The connector includes a second positioning plate arranged on the side of the first propeller close to the second propeller and a first positioning plate arranged on the side of the second propeller close to the first propeller. The first positioning plate and the second positioning plate are opposite to each other and are both sleeved on the surface of the central shaft. The first positioning plate and the second positioning plate are configured to be movably connected with adjustable spacing. The first positioning plate and the second positioning plate are configured to rotate synchronously with the central shaft.

3. The auxiliary steering mechanism for a ship according to claim 2, characterized in that: Two opposing displacement sliders are provided on the inner hole wall of the first propeller, and two displacement grooves are provided on the surface of the central shaft along the axial direction. The two displacement sliders are respectively inserted into the two displacement grooves. At least one of the displacement sliders is connected to a driving device, and the driving device drives the displacement slider to slide along the displacement groove in which it is located, thereby adjusting the distance between the first propeller and the second propeller.

4. The auxiliary steering mechanism for a ship according to claim 3, characterized in that: The driving device is an electric telescopic rod, one end of which is connected to a displacement slider, and the other end of which is connected to a central shaft rod.

5. The auxiliary steering mechanism for a ship according to claim 3, characterized in that: An auxiliary sleeve rod is arranged in the displacement slide groove, a displacement sleeve groove is opened on the surface of the displacement slider, the displacement slider is sleeved on the auxiliary sleeve rod through the displacement sleeve groove, and the axial direction of the auxiliary sleeve rod is parallel to the axial direction of the central shaft rod.

6. The auxiliary steering mechanism for a ship according to claim 2, characterized in that: The first positioning plate and the second positioning plate are connected by a connecting rod assembly, which includes at least two groups of connecting rods. Each group of connecting rods includes two connecting rods that are hinged to each other. The ends of the two connecting rods that are away from each other are respectively hinged to the first positioning plate and the second positioning plate.

7. The auxiliary steering mechanism for a ship according to claim 6, characterized in that: Each group of connecting rods also includes two first butt clamping strips installed on the end surface of the first positioning plate and two second pairs of clamping rods installed on the end surface of the second positioning plate. The length of the first butt clamping strip is greater than that of the second butt clamping strip. The two connecting rods included in each group of connecting rods are a long arm rod and a short arm rod. One end of the long arm rod is hinged to one end of the short arm rod, and the other end of the long arm rod is hinged between the two first butt clamping strips. The other end of the short arm rod is hinged between the two second butt clamping strips. The long arm rod, the short arm rod and the two second butt clamping strips can all be accommodated between the two first butt clamping strips.

8. The auxiliary steering mechanism for a ship according to claim 6, characterized in that: The two groups of connecting rods are symmetrically arranged along the central axis.

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